When Damien Meredith first told his South Korean masters he could sell an extra 20,000 Kia cars in Australia, they did not believe him.

But the CEO of Kia Australia persisted with a plan that was hoped to push the company past 100,000 annual deliveries and make it the number two seller in Australia behind Toyota.

Now Kia is less than a month from playing the trump card for its $1 billion gamble on Australia’s love affair with one-tonne utes.

It’s the Tasman and, despite initial doubts – if that’s the right word – about the styling, the momentum is building.

Kia Australia has used a classic trickle-feed approach to the launch of the Tasman, from a high-profile unveiling in Tasmania to an advertising program which first teased and revealed the name, then provided celebrity support from some of Australia’s most successful athletes.

Now Wheels is being given its first opportunity to drive the Tasman.

But don’t expect anything definitive after less than 15 kilometres at the wheel, on a single carefully-chosen off-road climb and over a series of specially-made obstacles, at the gorgeous Glenworth Valley retreat just north of Sydney.

The look of the Tasman is way better with body-coloured flares, the cabin looks and feels good, and the Kia crew is saying all the right things.

But the small group of Tasman utes are all pre-production vehicles and only one – with tan-beige bodywork and trim – is claimed to be in full showroom specification – although even that changes when Wheels helps to highlight a small problem in the transmission program during the climb.

The reaction to the glitch is typical of the whole Tasman program. Engineers swoop, the problem is identified and a counter-measure is fast-tracked to Kia’s technical centre at Namyang in Korea.

On this basis alone, Kia is clearly listening. But we won’t get into the subjective subject of design . . .

The Tasman program has been running for more than a decade, although no-one can remember the exact time and place of the first pitch.

But Meredith is certain about one thing.

“If it wasn’t for the Australian market we wouldn’t have the car. Period,” he tells Wheels.

“The story has been going for 13 or 14 years, with regards to us making sure the products for Australia are suitable for Australia. The development of Tasman has had a dramatic amount of input from the Australian team.”

Right now, the focus is on the Tasman 4×4 and its 3.5-tonne towing capacity – with 350-kilo downball weight, 3250-kilo gross vehicle and gross combination mass of 6200 kilos  – with trailer-sway control and off-road ability. The 4×4 package covers everything from 265×17 Hankook Dynapro AT2 Xtreme All-Terrain tyres to the locking differential system.

But, at its heart, the Tasman has a basic ladder-frame steel chassis that was created for it, and it alone. The 2.2-litre turbodiesel engine comes from somewhere else in the Kia world, but unique and bespoke stuff is everywhere from the heavyweight cooling package to the shape and size of the steering wheel.

There is lots of talk at the preview about the Tasman’s electronics, with various modes for both towing and off-road work, as the giant display across the dashboard which lets you know what’s happening and why.

The total package seems equal or better than anything else in the class, up with the Ford Ranger and – in some ways – reminiscent of the Land Rover Defender, thanks to the frontal ground-view camera on the upscale X-Pro model and the choice of terrain modes.

You don’t have to look far to find the Aussie influence in the Tasman. And, no, it’s not the name.

The original Korean pick-up package has a single rear leaf spring with a heavy load rating, where the local suspension has been morphed to a four-spring package with a rising rate.

Why? So the Tasman can ride smoothly as a family car while staying composed while towing or with a heavy load in the track.

There are the sunvisors, too. They are deeper than you would expect in a ute, to block low afternoon glare, with a slide-out panel to give full coverage for sun from the side.

“We had to fight Korea for that one,” says Roland Rivero, product planning manager at Kia Australia.

Kia says the plan is to position the Tasman as a “trusted workhorse”, thanks to everything from the 32.2/26.2 degrees of front and rear departure angle, double-wishbone front suspension with Sachs dampers, rear bump-stop rubbers that vary by model grade – one for S, SX, SX+ and X-Line, another for the flagship and family-focussed X-Pro – and a multi-mode 4×4 system which allows set-and-forget driving until the terrain really gets tough.

After the lengthy Powerpoint preview across the six model grades from 4×2 S to 4×4 X-Pro, and executive chats, the actual driving time is short and focussed. There is really just the one Tasman, with the X-Pro grade to present the best package.

But it’s easy to pick the smoother and more-compliant ride in the Tasman with full Aussie suspension, compared to the more-jittery Korean set-up, to sample the easy crossing of a muddy creek, and the ability to walk over typical small-ish four-wheel drive obstacles.

The cabin is impressive – with adjustable rear seats in the X-Pro which feel like ‘premium economy’ with sliding and tilt settings – and smart design work everywhere. The steering wheel is trendily ovoid, not round or square, and the switches and controls are well located with a substantial feel.

Time after time, the Tasman program is highlighted by a single sentence from Rivero.

“This is an area where Kia Australia had some influence. Our pestering has paid off,” he says.

KIA Tasman – Preliminary details

• Price as tested: $191,900 plus on-road costs
• Distance travelled: 375km
• Power usage: 23.7kWh/100km

Having lived in Sydney and Melbourne my whole life I now call Tasmania home – at least that’s where I try to spend most of my time. It’s worth noting that Tassie is a relativity small place. Hobart to Devonport (where the Spirt of Tasmania docks) is a 285km drive and takes a little over three hours to complete. Much the same as Sydney to Canberra.

Why do I mention that? I believe EVs make a lot of sense, but only if you also have a non-EV in the garage for longer trips. Nothing in Tasmania can really be considered a long trip. Tasmania is different. No exact science to this, but the place is only 270km long and 320km wide. If you leave home with a full tank, or in an EV’s case, a full charge, there’s not many places you can even go that will require a scheduled charge along the way.

So it’s feasible to drive around the island in an EV. Perhaps Mercedes-Benz were keen to find out by using me as a guinea pig, so enter the Mercedes-AMG EQE 53 4MATIC+ SUV. If you want to go eco warrior on the matter of transport (I don’t), it kind of makes sense too, because down here – while it can get a little cold – the sun is always biting and solar is a big thing. With at-home charging fed directly by a roof that’s more solar panels than tiles, the EQE won’t ever see a public charging station and to me that’s the whole point of an EV.

With a 90.6kWh battery and dual-motor all-wheel drive powertrain, the EQE 53 produces healthy power figures of 460kW and 950Nm, more than enough grunt as standard. Deciding those figures simply aren’t good enough, my EQE 53 has the optional AMG Dynamic Plus Package, which increases those outputs to 505kW and 1000Nm. That’s 153kW and 423Nm more than a Ferrari F40…

The EQE 53 has a claimed range of 485km but range isn’t something that bothers me here – I’m not a big believer in travelling great distances that require a stop at a charging station. I’m lucky to do close to 250kms of travel in a week so that’s close to two full weeks between the need for charging anyway.

Interior wise I’m sure it’s a pretty standard AMG SUV, but I haven’t noticed any of that because my EQE is fitted with the Hyperscreen, a dash display significantly larger than any TV I grew up with as a kid. Given it’s the full width of the interior, it’s the first thing that passengers notice and it’s the last thing they remember. I’ll go into that more next month because it really is something quite extraordinary.

The thing I find amazing about driving any EV is how quickly you adapt to what is a rather different driving experience. Not acceleration, but braking. You simple adapt to not using brakes at all unless you turn the regenerative braking off all together. There are four regen modes to select from here: None, Moderate, Strong (as in, so strong that it’s like hitting the brakes quite hard as soon as you take your foot off the accelerator) and Intelligent.

I’ve simply been selecting ‘Intelligent’ mode wherever I go, not from any form of research, just blind
belief that German engineers wouldn’t have called it that if it weren’t the best mode to be in. And it seems to work.

One of my first drives in the EQE 53 was to the top of Mt Wellington/Kunanyi. A short 30-minute drive and exactly 21km from my front door. It’s a steep incline the whole way – and even with all that torque on tap you can feel the weight.

The battery loses significant range on the incline… but in reverse, regains around one-fifth of that back on the way back down due to regenerative braking.

Sadly I never flew Concorde, but thanks to the EQE’s rapid acceleration (0-100/km/h in an absurd 3.4 seconds) I think I have an idea of what it felt like when the afterburners kicked in. That acceleration is made more impressive by the EQE’s rather significant 2678 kg curb weight.

Let’s keep talking about that acceleration for now, as I want to get it out of the way then never talk about it again. Most EVs are quick, stupid quick in fact, however once you’ve experienced that 0-100/km/h and beyond sensation a couple of times – and readjusted your stomach to suit – that thrill is over. It becomes a non-event, because there really isn’t any skill involved. Sadly I suspect it’s also an age thing – thrashing a car left my system quite a few years ago, now only reserved for cars that were designed for it. Whatever the answer, I can count on one hand the amount of times I’ve actually ‘taken off’ in the EQE 53 in launch mode. All you need to know is its plenty quick enough and I haven’t lost a single drag race at the lights yet.

For travelling in comfort, nothing really compares to the EQE 53 in the EV market. It doesn’t float on the road – at 2,678 kg that’s simply not possible – it somehow just absorbs whatever it hits. In fact, the ride is great, given the enormous 22-inch wheels and minimal rubber fitted.

By and large the roads in Tasmania are great – but they are rough on tyres creating significant road noise inside the cabin of pretty much every car I’ve driven down here. Not the EQE 53. Would be a lie to say its whisper quiet but it’s still the quietest car I’ve even driven.

Over the next few months I’ll make sure the EQE 53 is put to the test in and around my island home – so let me know if there is anything you want me to find out. Just don’t ask me to go to a charging station.

This article originally appeared in the Garage section of the May 2025 issue of Wheels – subscribe here.

Buttons in cars. Some people love them, some hate them.

BMW led the original push to eject buttons from its cars with the first version of the iDrive system, in its 7 Series flagship way back in 2001. It promised to cut the button count by around half at a time when the luxury carmaker had more than 100 switches of various sorts sprayed around the cabin and back-seat lounging space.

I remember asking if the German carmaker thought we were iDiots, as its screen-based system and central controller was slow, confusing and ineffectual.

BMW even proved itself wrong by leaving a single unmarked button to turn the sound system on and off, as well as adjusting the volume, for iDrive deniers.

Since then, the rise and rise of in-car screens has put buttons on the automotive endangered list. Or has it?

Volkswagen has just reversed a decision to pull all the physical buttons out of its new models, reinstating some simple switches and admitting it had been wrong.

“We will never, ever make this mistake any more,” said design boss, Andreas Mindt.

Hyundai, too, has brought back some buttons after admitting a wholesale switch to haptic controls in touchscreens does not work for all owners.

When VW first made its move, adding haptic controls with sliders and no illumination, there were questions about how and why the move had been made. Volkswagen defended its button plan – vigorously – when I put questions to the Australian PR boss.

“The only people complaining are journalists,” he said.

Today he admits he was just toeing the corporate line. And owners were unhappy.

Still, the rise and rise of giant display screens does raise some questions. Are buyers really demanding screens which mean you can toy with farting pranks and play with driving games in the carpark but then bury the aircon adjustment and controls for the mirrors?

It’s obvious that people are tantalised by all the ‘bells and whistles’ in showrooms, but is everyone a fan of a car that’s like a giant smartphone on wheels?

I’ve done a little digging about the average age for a new-car buyer in Australia and the results might surprise you.

At Toyota, according to sales chief Sean Hanley, the average is “49 years young”. Less surprisingly, 55-year-olds are average for Mercedes-Benz while Rolls-Royce – whose owners had been in the Monty Burns brigade for decades – is down to a cashed-up 47.

According to an analyst at Deloitte, the overall average is 29.

That’s about right for the smart-screen push, with millennials driving the change.

But putting buttons on the automotive endangered list has another effect, as it makes it harder to judge the inherent quality of a car.

Solid switches with smart design work have been the hallmark of upscale brands since the earliest days of motoring. You only need to compare a Volkswagen with an Audi, which use the same basic recipe with different toppings, to see and feel the difference.

When Lexus was developing its original LS, it introduced all sorts of top-end electronic gadgets and measured the switches – right down to the microns of movement – as the chief engineer wore special ‘female’ gloves, with long artificial fingernails to see how the controls felt from a woman’s perspective.

Inside a Rolls-Royce – not that many people know – any switch or knob that looks like solid metal will be solid metal. And it will feel indestructible because it’s all about perceived quality.

Haptic buttons in giant screens – let’s talk about distraction another time – reduce every brand to the same common denominator, not always in a good way.

This article originally appeared in the May 2025 issue of Wheels – subscribe here.

Here’s an odd thing. There are cars that review really well that nevertheless don’t tug on our heartstrings in any particular way. Take the Volkswagen T-Roc as an example. It has won every Wheels comparison test it’s ever been entered into. Then there are cars that achieve quite the opposite. Case in point?

The Suzuki Swift Sport. It’s been discontinued here due to the demands of Australian Design Rule 98/00, requiring the fitment of autonomous emergency braking to all vehicles imported to Australia as of March 1. It’ll be missed.

The Swift Sport is much loved but never won a Wheels comparison test. The Sport version of Swift IV came second last (in an 18-car field) in the July 2007 ‘Handling Olympics’ test and last in a December 2007 four car stoush. The Swift V Sport achieved a best of third out of four in November 2013, while the Swift VI Sport came second of four in December 2018 and then plum last in three-way dust up against the Ford Fiesta ST and the Volkswagen Polo GTI in July 2020.

So why do we hold it in such high esteem? Probably for the reason why it could never quite get up versus its rivals – its simplicity. There was always something cheap, cheerful and pure in spirit about the Swift Sport. It was frequently outgunned by its rivals in the engine department, but clawed back some of that power disadvantage when it came to weight. Even the last Swift Sport we pitched into a comparo weighed just 970kg versus 1208kg for the Fiesta ST and 1285kg for the Polo GTI.

That purity meant that Swift buyers did without certain items of equipment that made its rivals easier to live with. The cabin plastics were thinner and scratchier, the doors clanged rather than thunked shut and an open differential meant that as one tester memorably put it “the Suzuki’s inside front smokes up quicker than an unattended barbie”.

Yet the Swift was fun and forgiving. That’s probably what made it the most popular car for Nürburgring rental companies. It wasn’t fast enough to get you into serious trouble, visibility was great to spot quicker cars, repair costs were reasonable, and the handling was entertaining but benign in extremis. Above all, that sylph-like kerb weight meant that it didn’t chew through tyres and brake pads in a handful of hottish laps.

Sometimes you don’t need to be brilliant to be adored. Truth is, many of us warm to a plucky and endearing trier more easily than something a bit more polished. Above all, the Suzuki Swift Sport harked back to a simpler time that many of us yearn for, a time of manual gearboxes, modest power outputs and a price tag that didn’t require you to sign up for a lifetime of eternal debt.

Maybe we can be accused of missing what the Swift Sport signified rather more than what it actually comprised. At its core, it was always a somewhat limited warm hatch, with modest
aspirations. Nevertheless, our motoring landscape is a poorer place without its presence.

The ring king

One Swift Sport completed an amazing 59,000km worth of laps on the Nordschleife – the equivalent of 25 Nürburgring 24-hour endurance races – during its tenure with Rent4Ring. Some 457 drivers experienced the car, which logged 168,000 gear shifts, 180 million engine revolutions, and a peak engine speed of 8761rpm (oops). It consumed 8400 litres of fuel at an average rate of 14L/100km. It needed 14 sets of semi-slick tyres, 27 sets of front brake pads and 10 rears. The only spare parts that needed replacing were a clutch, an alternator, a battery, a set of wipers and a front left wheel bearing. It never broke down once and was never crashed.

This article originally appeared in the Driven to Extinction section of the May 2025 issue of Wheels – subscribe here.

Toyota has confirmed its upgraded Corolla Cross SUV will arrive in Australian showrooms in the second half of 2025, featuring a sharper design, increased standard equipment across the range, and the introduction of a new GR Sport performance flagship.

The all-new Corolla Cross GR Sport will join the existing GX, GXL, and Atmos variants, marking a bold step toward sportier performance and styling for the compact SUV.

Available exclusively with all-wheel drive, the GR Sport grade brings a host of dynamic upgrades and cosmetic enhancements that set it apart from the rest of the line-up.

Sporting a unique front bumper, the GR Sport also gains darkened 19-inch alloy wheels exclusive to the grade, a bespoke Sport drive mode, and enhanced handling courtesy of specially tuned and lowered coil springs, shock absorbers, and revised electric power steering.

The entire Corolla Cross range benefits from a refreshed exterior design, including a new integrated mesh grille and, from GXL upwards, a revised LED headlight signature. These updates give the popular SUV a more modern and aggressive visual appeal while complementing its improved driving dynamics.

Toyota will also broaden the Corolla Cross’s visual appeal with an updated colour palette. New hues include Massive Grey, Ink, Ash Slate, Shadow Platinum, and Feverish Red, in addition to the carry-over Glacier White and Frosted White options. Selected colours – including Shadow Platinum, Feverish Red, Frosted White, and Ash Slate – will be offered with an optional two-tone black roof on certain variants, adding further personalisation opportunities for buyers.

While full pricing and detailed specifications for the upgraded Corolla Cross are yet to be announced, Toyota has confirmed that the entire line-up will come with increased standard specification, reinforcing the model’s value proposition in the competitive small SUV segment.

The top-of-the-range Corolla Cross Atmos is currently priced at $50,030 before on-road costs. The current range features a 2.0-litre four-cylinder hybrid powertrain but Toyota have yet to say whether this will continue in the upgraded model.

More details, including pricing, engine, all- or rear-wheel drive, features, and exact release timing, will be revealed closer to its local launch in the second half of 2025.

It’s no easy feat to launch a new version of your best-selling product. You’ve got to refine, improve and add more value to it but also not change it too much so as to alienate its fanbase. Otherwise, those loyal fans could easily head elsewhere.

Originally sold as a smaller X5, the BMW X3 is now in its fourth generation and is the brand’s global best-seller. Has BMW successfully improved the X3 or should buyers look elsewhere? We tested the entry level X3 20 xDrive to find out.

Codenamed ‘G45’ – but using the same ‘CLAR’ platform as before – the new X3 has been given a thorough glow up to launch it into 2025, and is now longer, wider and taller in every direction. The controversial exterior styling is familiar but more modern, and the interior is now more minimalist in keeping with other new BMW products. For what it’s worth, it looks great in the flesh.

BMW Australia is offering three X3 models for the moment: the entry-level 20 tested here ($86,100 plus on-road costs), mid-spec 30e plug-in hybrid ($102,500 +ORC) and performance M50 at the top of the range ($128,900 +ORC). Base pricing climbed by $4000 over the former base 20i but a lot of standard equipment was added, including all-wheel drive, acoustic glass, a mild-hybrid system, heated front seats, ‘Veganza’ synthetic leather trim and sportier-looking M Sport styling.

Equipment otherwise includes 19-inch alloy wheels, tri-zone automatic climate control, a 12.3-inch driver’s display, a 14.9-inch touchscreen with an inbuilt eSIM, live services and over-the-air updates, wireless Apple CarPlay/wired Android Auto, a wireless phone charger, electric front seat adjustment, a powered tailgate and a full suite of safety tech like AEB, adaptive cruise control, adaptive lane guidance and high beam, blind-spot monitoring and a 360-degree camera.

The new X3’s value is strong against its Audi Q5 and Mercedes-Benz GLC chief rivals, which start at $88,315 and $89,000 respectively, and need options ticked to match the BMW. Meanwhile, a fully loaded Genesis GV70 2.5T Signature asks $89,700. Food for thought.

Our test car was also fitted with the $6000 Enhancement Pack (with metallic paint, an alarm, a panoramic glass roof and 15-speaker 750-watt Harman Kardon audio). A $4000 Comfort Pack (front seat ventilation, a heated steering wheel and rear seat, rear door sunblinds, rear privacy glass and a luggage net), a $3000 M Sport Pro package (additional M Sport exterior elements), $4000 leather trim, $1200 knitted textile dashboard and upper door trims, and $2000 20-inch alloy wheels are also available.

Under the X3 20’s bonnet is a mild-hybridised 2.0-litre turbocharged four-cylinder petrol engine mated to an eight-speed automatic transmission and the brand’s ‘xDrive’ all-wheel drive system. Total outputs are a reasonable 140kW (from 4400 to 6500rpm) of power and 310Nm (from 1500 to 4000rpm) of torque, while the claimed 0-100km/h time is 8.5 seconds. The claimed combined fuel consumption is 7.5L/100km and with a full 65-litre tank, expect to see a range of more than 850km at that consumption – we achieved 9.2L/100km after a week with our test car, though that was brand new and only had under 500km on the clock.

As you’d expect for a BMW, the X3 20 handles quite well – but it also rides plushly, too. Despite the stiff run-flat tyres, the ride quality on the 19-inch wheels and adaptive dampers of the base X3 is supple and despite the sporty image and keen handling, it’s really comfortable. It’s also great to drive for a mid-size SUV; the steering offers good connection to the wheels, it’s nicely balanced and it’s just fun. There’s more of a driver connection here than in rivals.

The new X3’s refinement is also excellent thanks to newly standard acoustic glass and other improvements in noise suppression: at highway speeds, the cabin is quiet and unless you’re high in the rev range, the engine is barely heard too.

What’s also excellent is BMW’s active safety equipment. It’s fully featured as standard with adaptive cruise control with adaptive lane guidance, traffic sign recognition, blind-spot monitoring and AEB but in contrast to a plethora of vehicles we’ve tested recently, it’s serene. The systems aren’t sensitive or noisy, but they just work when required. They assist the driver rather than overbear or scare them.

Inside the new X3 has seen a lot of change in line with newer BMW products: it now uses a more minimalist asymmetric design with more use of synthetic leather trim throughout. Overall quality is good, though some parts feel a bit cheap: the black plastic door handles, for example, and the air vent surrounds as well. But look beyond those and the new X3’s cabin looks and feels great.

It’s also quite practical with sectioned bins in each door, a deep bin underneath the centre console lid and a large open section at the front of the centre console with a cooled wireless charger, two USB-C ports and deep cup holders.

Centre of the cabin is a new 14.9-inch touchscreen with the brand’s new ‘Operating System 9’ software. It’s a fully-featured system but it’s not overwhelming to use thanks to effective shortcuts on the bottom of the screen that don’t disappear when using another function, like smartphone mirroring. There’s no need to hit the screen multiple times to change the temperature because it’s always displayed, which is pleasing in an age where many touchscreens require a lot of effort for simple functions.

Wireless Apple CarPlay was easy to set up and worked faultlessly in our time with it, while the 15-speaker Harman Kardon sound system offers rich – if not massively punchy – sound quality.

Because of the growth spurt, the new X3 is more than capable of taking four taller adults and their luggage. Rear seat room – particularly headroom – is impressive, plus the door bins, two USB-C ports, map pockets and separate climate zone add even more comfort. The 570-litre boot is the largest in the class and opens up to a huge 1700L space with the rear seats folded. The new X3’s boot also features a large under-floor section for extra capacity – though there’s no spare wheel, just run-flat tyres.

Overall, while some may not like the exterior styling, there’s no denying the talent of the fourth-generation BMW X3: it’s practical, well equipped, comfortable and fun to drive, as you’d expect from a BMW. The base engine could be more powerful and some interior materials have taken a step backwards, but it’s an otherwise great product that we think will keep its crown as BMW’s best-selling model for a long time to come.

Specifications

This article originally appeared in the May 2025 issue of Wheels – subscribe here.

• Price: From $76,990 plus on-road costs (Ultra Single Motor)
• Drivetrain: 185kW/420Nm (single motor) or 300kW/670Nm (dual motor), 82kWh battery
• NEDC range, peak charging speed: 485-520km, 135kW (single motor) – 200kW (dual motor)
• Warranty: 5-year/unlimited km, 8-year/160,000km for the battery, five years of roadside assistance

The Volvo EX40, formerly called XC40 Recharge, recently won the electric category at the Wheels Best Small SUV awards for 2025 in a competitive field.

Priced from $76,990 plus on-road costs, the EX40 is offered in two well equipped variants: entry level Single Motor Extended Range and top-spec Twin Motor ($81,990 +ORC), while there’s also a special Black Edition ($82,990 +ORC) based on the Twin Motor with black detailing in and out.

The cabin of the EX40 is a highlight in the small SUV market thanks to clever touches, easy to use tech, excellent practicality and quality materials used throughout. The 12.3-inch digital driver’s display is not configurable but crisp, and the 9.0-inch touchscreen is very easy to use and feature-rich because it uses Google software for apps such as Google Maps.

As you’d expect for a Volvo, the practicality inside the EX40 is great – from the plentiful storage to the ample dimensions for taller folk, it can handle what your family can throw at it. While its 410-litre boot may seem small on paper, in real life it’s impressively large and features many extra storage areas – plus, the rear seats fold completely flat for 1,295L of space.

On the road, the EX40 impresses with a very solid feeling, including a well damped ride than can be occasionally sharp thanks to the standard 20-inch wheels. Performance is excellent, even on the single motor – but the twin motor’s 300kW power output is huge. Thanks to that power, it’s not the most efficient EV, though fast charging capability helps outweigh that thirst.

Like the smaller EX30, Volvo includes five years of servicing in the EX40’s price. Overall the EX40 is still a stand-out offering in the electric small SUV segment – it’s practical, good to drive and even though it’s on the pricier side, the long list of equipment helps to justify the cost.

Volvo EX40 standard equipment:

• 20-inch alloy wheels with a tyre mobility kit
• Dusk-sensing automatic LED exterior lighting
• Rain-sensing automatic wipers
• Keyless entry and start
• Electric tailgate
• Heated, auto-dimming and auto-folding mirrors
• Microtech and textile upholstery
• Electric front seats with driver’s memory functionality
• Heated front and rear seats
• Dual-zone automatic climate control with rear vents
• 12.3-inch digital driver’s display
• 9.0-inch touchscreen with eSIM for live services such as over-the-air updates
• Inbuilt Google Services such as Google Maps and the Google Play Store
• Apple CarPlay
• Wireless phone charger
• 4x USB-C ports
• Harman Kardon sound system
• AM/FM/DAB+ digital radio
• Seven airbags
• Autonomous emergency braking
• Adaptive cruise control with traffic jam assist
• Adaptive lane guidance
• Blind-spot monitoring
• Front and rear cross-traffic alert
• Matrix adaptive high beam
• Front, side and rear parking sensors
• 360-degree camera
• Tyre pressure monitoring
• Rear automatic braking

Swiss brand Tudor’s latest release – the limited-edition chronograph Black Bay Chrono “Carbon 25” – celebrates the brand’s deep ties to motorsport. Inspired by the 2025 livery of the Visa Cash App Racing Bulls Formula One Team, the new timepiece blends cutting-edge material engineering with decades of racing tradition.

First introduced to motorsport in the 1950s, Tudor’s timepieces have long traded on a reputation for precision and durability under pressure. The “Carbon 25” is is designed to honour this legacy with a tech-forward carbon fibre case – complete with carbon fibre end-links and a one-piece carbon tachymetric bezel – for maximum weight savings and performance.

Every detail of the 42mm chronograph has been engineered for the track. The lightweight case houses the COSC-certified Manufacture Calibre MT5813, a column wheel movement with vertical clutch and a robust 70-hour power reserve. The movement, based on Breitling’s B01 calibre but enhanced by Tudor with a silicon balance spring and unique finish, is built for high precision – boasting a daily rate variation of just -2/+4 seconds.

The racing heritage is equally visible on the dial. Set beneath a domed ‘racing white’ face are two hollowed black carbon fibre sub-counters and the iconic ‘Snowflake’ hands – an aesthetic nod to Tudor’s diver legacy. A 45-minute counter and a date aperture at 6 o’clock round out the complications. The pushers, finished in titanium, are inspired by the first generation of Tudor chronographs, adding a vintage touch to this otherwise futuristic design.

Only 2025 units of the Black Bay Chrono “Carbon 25” will be produced, commemorating the 2025 season and reinforcing its exclusivity. Each watch is individually numbered on a PVD-coated titanium case back, giving collectors a rare opportunity to own a slice of racing history – no pit pass required.

Hollywood star and motorsport enthusiast Patrick Dempsey has officially been named the face of TAG Heuer Eyewear – a new chapter in his long-standing relationship with the Swiss luxury brand.

Known for his distinctive style, racing pedigree, and on-screen charisma, the former Grey’s Anatomy star brings new focus on the watchmaker’s less known eyewear collection, which seeks to reflec the brand’s fusion of high performance and innovative design.

Dempsey has been associated with TAG Heuer since 2014, on the racetrack and by attending events around the globe for the brand. Now that role goes beyond the wristwatch. Dempsey lending his image and creative input to TAG Heuer Eyewear, launched in partnership with LVMH’s Thélios Eyewear Excellence.

The campaign opens with a powerful homage to TAG Heuer history, as Dempsey recreates an iconic portrait of Jack Heuer – founder and motorsport pioneer – holding a chronograph. In the modern retelling, Dempsey sports the sleek new Jack Heuer and Mini Vingt-Sept models, visually bridging decades of innovation with the future of design.

Dempsey’s own racing career lends authenticity to the role. A seasoned endurance driver, he’s raced multiple times at the 24 Hours of Le Mans, including a second-place finish in 2015’s GTE Am category. In 2019, he received the coveted ‘Spirit of Le Mans’ award, recognising his impact on the sport. This deep motorsport connection has mad Dempsey a natural fit for a brand rooted in racing culture.

The eyewear lines themselves reflect Dempsey’s dual passion for performance and refinement. The Jack Heuer collection channels 1960s elegance through lightweight titanium frames and Chromafade lenses. The Mini Vingt-Sept line pushes boundaries with bio-nylon temples, a sleek elliptical hinge, and polarized SPECTA lenses. For a bold statement, the Shield Pro line features interchangeable lenses and a futuristic, durable frame designed for extreme environments.

Dempsey’s recent portrayal of racing legend Piero Taruffi in Ferrari (2024) reinforces his association with motorsport and its history, now enhanced by his new campaign with TAG Heuer Eyewear.

Jaecoo has announced local pricing and specifications for the J8 large SUV, which goes on sale in June and will be the new brand’s second model in Australia after the J7 that’s already on sale.

Priced from $49,990 drive away, the J8 will be offered in two specifications: base model Track and
top-spec Ridge.

In Australia, the J8 will be equipped with five seats – though a seven-seat model exists in China, potentially eventually opening the door for such a layout locally.

Under the bonnet of the J8 is a turbocharged 2.0-litre four-cylinder petrol engine making 183kW of power and 385Nm of torque. That’s paired with an eight-speed automatic transmission that sends power to either the front (Track) or all four (Ridge) wheels.

The J8’s claimed combined fuel consumption ranges from 8.3L/100km for the Track to 8.6L/100km
for the Ridge.

Jaecoo J8 pricing (drive away)

Jaecoo J8 Track standard equipment:

• 12.3-inch touchscreen
• 12.3-inch driver’s display
• 14-speaker sound system
• Wired and wireless Apple CarPlay and Android Auto
• Satellite navigation
• “Hey Jaecoo” voice control
• Leather upholstery
• Heated and ventilated massaging electric front seats
• 360-degree camera
• 20-inch alloy wheels with a full-size alloy spare
• Dusk-sensing automatic LED exterior lighting
• Tyre pressure monitoring
• Power tailgate
• Second row AC controls
• 8 airbags
• Autonomous emergency braking
• Adaptive cruise control
• Blind-spot monitoring
• Lane departure prevention with emergency lane keeping
• Driver monitoring

Jaecoo J8 Ridge model adds:

• Torque vectoring all-wheel drive system
• Additional drive modes (snow/mud/sand/off-road
• Adaptive dampers
• Automatic parking
• Heated and ventilated second row seating
• Selectable ambient cabin lighting
• Second row side airbags
• Rear privacy glass
• Inbuilt fragrance
• Auto-dimming rear mirror
• Black suede headliner

The Jaecoo J8 will go on sale in Australia in June, with test drives available in the next few weeks.